CNB 62: The compact CNB offers plenty of volume, protection and sailing fun
Sören Gehlhaus
· 07.09.2025
The CNB 62 stands out in the crowded harbour of Porto Rotondo. Her freeboard clearly towers above that of the surrounding yachts, and in the cockpit she is enthroned almost majestically above her neighbours. Among them is a Solaris 64 from the Italian shipyard that CNB took over from the Beneteau Group three years ago and wanted to diversify through the acquisition. With success, because this is exactly what is evident here: Solaris' sporty, open Mediterranean format on the one hand and the fast and robust long-distance cruiser of French provenance on the other. CNB brand manager Vincent Arnaud says of the design of the entry-level model: "After the great success of the CNB 60, 46 of which were sold between 2007 and 2016, we wanted to occupy this segment again. More than ever before, we have uncompromisingly designed the 62 as a family and single-handed world cruiser." Arnaud commutes between Aquileia in northern Italy and his native Bordeaux, where CNB was launched in 1987 and initially enjoyed success with one-off models.
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The striking bevelled lines are once again the work of Philippe Briand, who remained true to the angular, curved structure with tapered all-round glazing. In fact, the long window strip conceals the volume of the superstructure by stretching it out. The owner of construction number 1 chose exactly the same metallic anthracite paintwork as the first CNB 78 "One". "VDB" differs minimally in one detail, her superstructure is light grey, and clearly in another: the CNB 62 has a kind of targa bracket to hold the mainsheet.
Innovative cockpit design for safety and comfort
The development team led by Vincent Arnaud and CNB representative Arno Kronenberg decided in favour of the bow above the cockpit for good reasons. Tragic accidents resulting from flying mainsheets were the decisive factor in the decision to banish the sheet to the top. The specifications also stipulated that the 19.48 overall cruiser should be easy to sail without an additional crew. This includes setting and hoisting the mainsail quickly and easily.
On "VDB", the fabric disappears into a slender furling mast made of carbon fibre. The V-boom is just as unusual. Not necessary, but looks good. The furling procedure is simple: release the mainsheet, outhaul, backstay and backstay and you're ready to furl. There is no need to search for the optimum furling angle of the main boom, which means no uncontrolled sheet slackening. With a standing height of 1.90 metres under the sheet platform, the mainsheet and luffing gear have to be attached higher up, which creates space between the deck and the boom. A large part of this space can be utilised by attaching a large sprayhood, which the bracket integrates visually and serves as a support at the front. The tarpaulin and poles are submerged in the cabin roof, which is flatter with the same interior headroom of 2.20 metres. As with Solaris, the sliding bulkhead now moves away to the side and no longer forwards under the compartment for the sprayhood.
Awnings hang from the aft edge of the bow, which span two carbon pillars. CNB also offers hardtops that cover the steering position and winch area and can be closed at the sides and rear. "Then it will be a modern IMOCA," says Boris-Herrmann supporter Arno Kronenberg happily. "This makes the CNB 62 very suitable for sailing in bad weather or in high latitudes."
Unconditional entitlement to travel on the CNB 62
Solaris laminates the "Mini-CNB" in Aquileia using the tried and tested method of GRP with a sandwich core, vinyl ester resin and carbon reinforcements. It is compacted under vacuum and, unlike Beneteau, is manufactured in a factory. Sheer hatches from Solimar, around which ten millimetre thick plantation teak rods run, were adopted from the Italians.
"We thought about everything," Vincent Arnaud answers the question about alternatives to the bow during the sail out. "Running the sheet over the roof would have been at the expense of the mainsail trim. And a traveller all the way aft would have resulted in an unfavourable mast position." We motor towards the wind in the north, while hardly any vibrations or noises can be heard on deck. Our destination is the nozzle from the Strait of Bonifacio, which is heralded by a staccato of whitecaps. It is still blowing from the east.
After the air currents have had their trial of strength and the North Sails 3Di sail has unfurled at the push of a button, the CNB 62 starts up quickly, lays on the chine and marches to windward at nine knots in 19 knots of wind. With the helm position shifted forwards, the impressive apparent wind is barely noticeable and the distance to the cockpit invites you to chat. Even further amidships, the high dimensional stability of the 5.33 metre wide 28-tonner is noticeable. Instead of the 108 per cent genoa with 94 square metres, the staysail with 44 square metres is in the wind, which is driven via a self-tacking rail and requires backstays.
The electric Reckmann furlers on both headsails work above deck to facilitate maintenance or repairs and to avoid constant skirting via a higher foot. Nevertheless, CNB is sticking to the fast sail requirement, as Arno Kronenberg explains: "To eliminate the final sag of the forestay, we can lower the clew by around five centimetres using a hydraulic cylinder below deck." As an indication of the absolute sailing requirement, 125 metres of chain with a diameter of twelve millimetres are stored in the anchor locker in front.
Approaching the centre cockpit concept
Two electric winches flank the mast foot and tension the halyards via a simple tackle on perforated rails on the mast, without having to release stoppers or have long halyard ends lying on deck. Later, in a light breeze, the electrically furled Helix Code allows them to sail along the Costa Smeralda at one knot below the true wind. The light, flying sail without a torsion-free luff but with a reinforced luff is attached to the centre of the bowsprit behind the gennaker.
There is no traveller - it would have been very short and would have added a few centimetres to the bar - but there is a long and powerful hydraulic kicker and vertical slats measuring 102 square metres. The carbon bike provides direct feedback with pleasantly moderate forces. Commands are implemented precisely and immediately. As the steering positions are located in front of the twin rudders, the commands have to be transmitted to the rudder shafts via chains and cardan shafts.
Despite the slightly more midships steering positions, the L-shaped bench seat allows a good view forwards. Sitting with one or both legs on the running deck is a long way out. Stretchers and halyards are operated by pressing round buttons on the elegant pillar next to the displays. The two winches behind it for the foresheet and mainsheet are raised and lowered using a button switch underneath. To do this, people of normal height have to detach themselves from the wheel. Once again, the aim was to avoid dangerous situations: If the helmsman had the push-button panel of the sheet winches in front of him, he would not be able to see behind him whether someone was already working on the winches.
Although the mid-cockpit concept has been adopted on deck, the largest compartment remains in the foredeck in favour of the longitudinal aft garage. This is so spacious that the compartment in the bow has the character of a suite. Arno Kronenberg comments on the high cubature: "The cabin is just right for what the 62 is intended to be, a family cruising boat. Even for worldwide cruising." The cupboard in the corridor to the saloon, where a heater dries damp oilskins or, as here in Med mode, the hoover hangs, is a perfect match.
Impeccably developed, open-plan concept
Once again, the Parisian studio of Jean-Marc Piaton created a warm and cosy yet modern and bright interior that was impeccably finished by Solaris. Mirrored pictures made from carefully selected walnut veneers radiate elegance, while white fronts, the light grey wall panelling and the many natural light sources create a sense of spaciousness. Alternatively, teak, light-coloured or brushed oak is glued to the marine plywood.
The two double cabins aft - on the starboard side, the berth is enlarged to 1.90 metres by an inlay board between the single beds - are no less spacious in proportion. The access alone makes it clear that they are not just for show. A corridor on the port side of the companionway leads in front of the doors, providing space and privacy. For the morning toilet, there are bathrooms that are barely smaller than the front washroom. The only drawback of the two berths is that there are bulges under the ceiling of the longitudinal tender car park. However, as the width and headroom here are also enormous at almost two metres, this hardly matters.
For the CNB developers, the regal, central arrangement of the dinghy, which is up to 3.10 metres long, remains "the only practical solution" for stress-free boating. Once the rollers are mounted on the platform, which is over three metres wide, the lashings are released and the haul line is set, gravity does the rest. For support, the mirror tilts down into the water hydraulically by remote control. The free deck area above is used for relaxing and sunbathing in a similar way to 20-foot-longer maxis.
The open-plan concept of the saloon is also reminiscent of larger yachts, with the communicative positioning of the galley taken over from the CNB 60. From the semi-deck saloon with its excellent all-round visibility, three steps lead into the galley area with its deep Corian worktops, which taper off into coving towards the sling mouldings for easier cleaning. To starboard, the gimballed cooker is complemented by a wine compartment, while the refrigerator, freezer compartments and washing machine are located to port. Vertical handrails and the coaming of the sideboard provide support when walking to the dining area.
Opposite, the sliding backrest transforms the Navi into a workstation with a wall-mounted work of art. Even the coffee table is modular: an upholstered cushion under the top fits into the square of slats and transforms it into a footrest. To match this, a television is pulled out of the shelf next to the companionway.
Gas springs under the soundproofed saloon floor open up the engine compartment, which is favourably positioned above the 2.95 metre deep T-keel in terms of balance. The shipyard specification lists a Nanni with 80 hp as the drive unit, which is always likely to be inferior to the 175 hp Volvo Penta installed on the "VDB". The Onan generator (7 or 11 kW), where CNB deviated from the supplier favoured by Solaris, also sits on rubber feet. Two fuel filters with a bypass system are installed downstream of the two tanks with a total capacity of 1,000 litres of diesel. The boiler, water maker, air conditioning system and the 460 Ah batteries are easily accessible.
Three units of the CNB 62 already sold
The CNB 62 is a superyacht in miniature. Her layout, both above and below deck, is designed for couples or families who want to sail safely, comfortably and quickly anywhere in the world. Blue water operation with few hands requires a large number of systems, but these are tried and tested, easily accessible and often redundant. If you don't want to operate the 19 metres alone or want to feel your way around, opt for the crew cabin in the forepeak.
Two further units of the CNB 62 have already been sold, which requires a minimum budget of 2.2 million euros when ready to sail with aluminium mast and cruising sails. "VDB" will be exhibited at the Cannes Yachting Festival and the second unit will be shown at boot Düsseldorf. Information on the next new development, the CNB 68, will also be available there - reportedly with a bow again.
Technical data of the CNB 62
- Total length: 19,48 m
- Waterline length: 17,68 m
- Width: 5,33 m
- Draught/alternative: 2,95/2,45 m
- Displacement (slight): 28 t
- Fresh water tanks: 400 + 400 l
- Fuel tanks: 500 + 500 l
- Mainsail: 102 m²
- Furling genoa (108 %): 94 m²
- Cutter staysail: 44 m²
- Gennaker (asymm.): 320 m²
- machine (Volvo P.): 129 kW/175 hp
- Design engineer: Philippe Briand
- Interior design: Cabinet Piaton Design
